CN102575972B - The non-flame-out inspection of turbine engine combustion chamber - Google Patents
The non-flame-out inspection of turbine engine combustion chamber Download PDFInfo
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- CN102575972B CN102575972B CN201080046793.0A CN201080046793A CN102575972B CN 102575972 B CN102575972 B CN 102575972B CN 201080046793 A CN201080046793 A CN 201080046793A CN 102575972 B CN102575972 B CN 102575972B
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- fuel flow
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- turbine
- engine
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- 238000002485 combustion reaction Methods 0.000 title abstract description 6
- 238000007689 inspection Methods 0.000 title description 2
- 238000012360 testing method Methods 0.000 claims abstract description 39
- 239000000446 fuel Substances 0.000 claims abstract description 31
- 238000010304 firing Methods 0.000 claims description 19
- 238000000034 method Methods 0.000 claims description 19
- 230000008859 change Effects 0.000 claims description 10
- 230000007423 decrease Effects 0.000 claims description 8
- 230000001105 regulatory effect Effects 0.000 claims description 8
- 239000007921 spray Substances 0.000 claims description 4
- 238000005507 spraying Methods 0.000 claims description 4
- 230000008033 biological extinction Effects 0.000 claims 2
- 239000003921 oil Substances 0.000 description 12
- 230000009467 reduction Effects 0.000 description 5
- 230000001276 controlling effect Effects 0.000 description 3
- 239000007789 gas Substances 0.000 description 3
- 230000033228 biological regulation Effects 0.000 description 2
- 238000002474 experimental method Methods 0.000 description 2
- 230000006641 stabilisation Effects 0.000 description 2
- 238000011105 stabilization Methods 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 230000032683 aging Effects 0.000 description 1
- 238000004458 analytical method Methods 0.000 description 1
- 238000003556 assay Methods 0.000 description 1
- 230000004888 barrier function Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 239000000567 combustion gas Substances 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- IWEDIXLBFLAXBO-UHFFFAOYSA-N dicamba Chemical compound COC1=C(Cl)C=CC(Cl)=C1C(O)=O IWEDIXLBFLAXBO-UHFFFAOYSA-N 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 239000003381 stabilizer Substances 0.000 description 1
- 239000013589 supplement Substances 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D19/00—Starting of machines or engines; Regulating, controlling, or safety means in connection therewith
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
- F02C9/26—Control of fuel supply
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
- F02C9/26—Control of fuel supply
- F02C9/28—Regulating systems responsive to plant or ambient parameters, e.g. temperature, pressure, rotor speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
- F02C9/26—Control of fuel supply
- F02C9/46—Emergency fuel control
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/14—Testing gas-turbine engines or jet-propulsion engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2260/00—Function
- F05D2260/80—Diagnostics
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2270/00—Control
- F05D2270/01—Purpose of the control system
- F05D2270/09—Purpose of the control system to cope with emergencies
- F05D2270/092—Purpose of the control system to cope with emergencies in particular blow-out and relight
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Testing Of Engines (AREA)
- Control Of Turbines (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Turbine Rotor Nozzle Sealing (AREA)
Abstract
The present invention relates to the ground controlled approach of a kind of proper operation for the aero-turbine of aircraft, therefore, described test comprises, turbine run and from desired speed start while, according to the reducing amount that flow instruction value specifies, turbine reduces fuel flow, and during object is the aerial quick deceleration of assessment, described turbine engine combustion chamber resists flame-out ability.
Description
Technical field
Field of the present invention is the use field in the thermodynamics field, particularly aero-turbine being applied to turbine engine.
Background technology
Turbine engine is made up of following parts traditionally: one or more compressor, and it is for compressing the air sucking air intake opening; Firing chamber, it is for the fuel oil mixed with air that burns; One or more turbine, its for absorb burning produce a part of power to drive compressor, and produced combustion gas is sprayed via delivery nozzle.
Aero-turbine can use under flying condition widely, and under these conditions, the operation of engine must be guaranteed, and guarantees the safety of crew and possible passenger.Particularly, must prevent aircraft turbojet engine or helicopter turbine engine from occurring stopping suddenly during pilot control maneuvering flight.Such as, when pilot control aircraft reduces thrust or output power fast, there will be the risk that firing chamber is flame-out.When aviator thinks to slow down suddenly or helicopter pilot attempts rapid deceleration, such as, during to avoid the emergent barrier in front, this emergency vehicle (one is referred to as " stopping soon " or the maneuver of quick deceleration) can just be carried out.
When normally running, the fuel flow controlling to spray into firing chamber is regulated to engine, this flame-out to avoid.But, when this failure of adjustment or engine components physical characteristics change, then can not get rid of and there will be this flame-out phenomenon.Along with the Long-Time Service of engine, various gap or air inlet port dimensions or distributive value and regulating system etc. all can change, and can cause the appearance of this fault.As a result, the air capacity entering firing chamber is greater than the amount of fuel expecting or spray into firing chamber and is less than expection, thus causes the oil concentration of combination gas to reduce suddenly.
In quick deceleration motor-driven period, the fuel flow spraying into firing chamber reduces suddenly, and the moment of the oil concentration of potpourri can be caused to change.In fact, when fuel flow control system (FFCS) cuts out, the reduction of fuel flow almost occurs immediately, although the minimizing of air mass flow is after engine shaft rotating speed declines, and engine shaft rate of change is subject to the restriction of rotor inertia, therefore, this rate of change is not moment.Oil concentration becomes poor value (leanvalue) from its nominal value suddenly, and only have when engine stabilizer is after new rotating speed, oil concentration just likely reaches nominal value again.The stable of flame combustion chamber only just can be guaranteed when the oil concentration of combination gas remains between two ultimate values, and a ultimate value is referred to as the flame-out value of oil concentration, and another ultimate value is referred to as fuel-lean blowout value.
In the emergency vehicle situation of parking and so on fast, if when engine breaks down due to one of them reason above-mentioned, so, just may drop to below fuel-lean blowout value from oil concentration, engine stops suddenly.In order to check that engine resists the ability of this flame-out phenomenon during emergency vehicle operation, can only test on test board at present, to diagnose accordingly.In addition, when receiving new engine, also just this test is carried out.After this, engine no longer checks, unless carried out complete machine overhaul.If engine characteristics changes, so, the risk broken down will note completely when normal operation less than because when normal reduction of speed is serious unlike above-mentioned emergency vehicle is handled, the oil concentration of combination gas then can not drop to be enough to reach fuel-lean blowout degree.Therefore, if when driver has to carry out the manipulation of this emergency vehicle, that is, when his special needs do like this, engine can stop suddenly.
Summary of the invention
The object of the invention is to propose a kind of method to overcome these defects, this method can be worked as aircraft and carry out when ground, so as flight test vehicle aloft must carry out quick deceleration motor-driven time engine normal operation.Whether this method can also assess firing chamber may there is hydraulic performance decline.
For this reason, the present invention relates to a kind of method normally run at ground experiment aero-turbine, it is characterized in that, the method is included in turbine engine when running and starting by desired speed, planned slippage, quick reduction fuel flow, object is the anti-flame-out ability of the aerial quick deceleration of assessment described turbine engine combustion chamber of motor-driven period.
It is flame-out that this test is that observation firing chamber of described motor-driven period may occur, and it is motor-driven to judge whether engine can bear quick deceleration aloft.
Preferably, when driver or machinist operate the nonshared control unit be connected with described computing machine, described deceleration is then carried out automatically by computer in the engine.
Like this, just can guarantee that carried out deceleration is carried out with regard to the complete standard amount of deceleration according to test.In addition, the complicacy that driver and/or machinist carry out this test can also be limited.
Advantageously, during on-test, engine speed changes with carrying out described true(-)running to check the difference of the temperature and pressure condition in place.
More advantageously, the fall off rate of duration of test fuel flow is also change with carrying out described true(-)running to check the difference of the temperature and pressure condition in place.
Like this, just can consider the concrete property in the place of carrying out this test, thus just can test under the condition representing firing chamber operation.
The invention still further relates to a kind of method measuring the limit value reducing fuel flow, this assay method is by carrying out above-mentioned test several times continuously, the decrease applied all can be greater than front single test at every turn, realizes after the aero-turbine firing chamber occurred is flame-out after this limit value.。
Preferably, the flame-out limit value that the fuel flow spraying into firing chamber finds according to said method adjusts.
Finally, the present invention relates to a kind of adjustable computing machine spraying into fuel flow in aero-turbine, wherein, the module that can be carried out an above-mentioned wherein method installed by this computing machine.And the invention still further relates to the aero-turbine comprising this computing machine.
Accompanying drawing explanation
Read the detailed indicative explaination of the embodiment of the present invention provided with illustrative and indefiniteness example purely with reference to the accompanying drawings, the present invention may be better understood, and other object of the present invention, details, characteristic and advantage also can more clearly display.
Fig. 1 shows the relation between minimum flow limit (WFMIN) that gasifier speed (NG), computer instruction flow (WF) and non-flame-out duration of test computing machine adopt.
Embodiment
Flow instruction is the flow value that computing machine requires to regulating system, and this system regulates according to the position of flow metering valve.Minimum stream value is a limit value, is determined by computing machine, and this value determines the low value of the flow instruction sent by computing machine.When rotating speed reduces fast, firing chamber flame-out or non-flame-out all relevant with the correct setting of this minimum.
In Fig. 1, the change of parameter is divided into three phases, is labeled as
with
first stage corresponds to the test preparatory stage, and in this stage, driver sets the rotating speed (in typical case, being 90% of full throttle value) that specifies in advance and waits this stabilization of speed.Computing machine monitors the stable of this rotating speed, and only after it is effective, just allows subordinate phase to start.Subordinate phase corresponds to computing machine and starts to test by the request of driver or machinist, gets back to normal free-runing operation state after the phase III then corresponds to and tests.The beginning of subordinate phase reduces minimum flow command value WFMIN with calibration, and this value is lower than the normal value using computer-chronograph to determine.
During the first stage, along with stable 90% time of rotating speed, once stabilization of speed, the flow instruction that computing machine sends is constant, and equaling as keeping the necessary flow of this tachometer value, minimum flow command value (this value corresponds to the maximum decrease reducing suddenly engine speed computer-chronograph and allow) itself is also stable and equals its normal operating value.
When computing machine starts to test, this can cause the instruction reducing suddenly flow, and can send this instruction when minimum flow command value, and described lowest stream value is arranged in computing machine as this test, and as mentioned above, this value is lower than can setting automatically during numerical value during normal operation.The exact value that this decreasing value of minimum flow instruction will be tested just, that is, the exact value that during expecting to check emergency vehicle, engine can not stop working.Engine speed reduces rapidly, consistent with its rotary part inertia, and realizes stable in the situation shown in figure 1, now, when the set-point lower than idle speed, does not in fact occur flame-out.
Phase III, off-test, increased flow instruction, gets back to the tachometer value corresponding to idle running corresponding to getting back to normal condition.The increase of flow instruction causes the increase of engine speed, reaches idler revolutions, and now, rotating speed is stablized again.Minimum flow command value itself remains unchanged, except building up.
In order to solve proposed problem, the present invention proposes, in the computer in the engine controlling to spray into the fuel flow of firing chamber all the time, a module is installed, the effect of this module carries out the distinctive non-flame-out test of starting exactly on ground when engine running, such as, in engine trial run (aircraft run-up) period, that is, fly during the normal testing results of engine carried out before take-off at every turn.
This test reduces by regulation the amount of fuel sprayed into, thus can simulate emergency vehicle (such as stopping fast) period minimizing fuel flow, and can recover oil concentration condition, these conditions described are close to the oil concentration condition of carrying out this motor-driven period simultaneously.Flip-flop computing machine sends to the flow instruction WF of the regulating system controlling fuel metering valve setting value, and the minimum instruction value WFMIN that this instruction of instantaneous imparting WF mono-is predetermined, sprayed into amount of fuel can be reduced.This reduction is continued until WFMIN value, and this value lower than the minimum flow instruction used during normal operation, thus simulates the indoor minimum oil concentration that there will be of quick parking class engine combustion of motor-driven period.Testing this minimum flow command value used, is that engineering department is running firing chamber on the basis calculated or carrying out, on the basis of airlink record, determining during engine design on flight test vehicle.This value can change with test condition, such as the height on airport, aircraft place, atmospheric conditions etc.Wherein, relevant to the engine speed value determined during non-flame-out on-test in this change of the value of the minimum flow instruction WFMIN of duration of test setting.
This process is as follows: the frequency specified according to flight airmanship or service manual, and it is motor-driven to play dynamic simulated quick deceleration that driver operates the special controller be connected with computer in the engine.Subsequently, computing machine is by sending the flow instruction WF equaled as test and predetermined minimum flow instruction WFMIN value, start predetermined reduction oil concentration, this action causes fuel flow control system (FFCS) to move along closing direction, and driver checks whether firing chamber exists misfiring condition.If not flame-out, then, under thinking that engine is in Standard Flight condition, can fly.So driver knows that engine is safe with regard to quick deceleration risk, if aloft he thinks if necessary, he carries out emergency vehicle with can having no risk.
If there is flame-out phenomenon during ground experiment, this shows that engine is not under being in its normal operating condition, before issue clearance, is necessary to carry out attended operation.Engine service manual has regulation to this upkeep operation, such as, comprises removal of engine and send depot level maintenance.Run in bad aspect He in chamber performance decline aspect in fuel injection regulating system and find abnormal running reason, such as, because it is aging etc.
In addition, under this non-flame-out test situation, also can advise carrying out supplement Analysis: can imagining according to ensureing the value that not flame-out minimum fuel flow instruction WFMIN obtains, finding out flame-out limit by test several times, make computer run rule consider viewed performance loss.Therefore, defining computing machine is the maximum reducing amount normally using the fuel flow determined, object guarantees not stop working; So engine can continue to use in calm strategical vantage point, installs new engine aboard without the need to dismounting.
Claims (6)
1. test the method preventing extinction function of regulating system on the ground for one kind, described system is used for regulating the fuel flow sprayed in aero-turbine firing chamber, described system sends to it instruction WF spraying into fuel flow value by computing machine and controls, described value is higher than the prespecified ultimate value WFMIN of described computing machine, to avoid reducing the risk occurring in the motor-driven situation of flow instruction stopping working fast, it is characterized in that, described method comprises, turbine run and from desired speed start while, according to the predetermined reducing amount reaching flow instruction value and specify, turbine reduces fuel flow, described flow instruction value is lower than the limit value corresponding to described ground handling, confirm the non-misfiring condition in firing chamber subsequently.
2. method according to claim 1, is characterized in that, when driver or machinist operate the nonshared control unit be connected with described computing machine, computer in the engine reduces fuel flow automatically.
3. according to the method for claim 1 or 2 wherein described in one, it is characterized in that, during on-test, engine speed changes with the temperature and pressure condition implementing described test site.
4. method according to claim 1, is characterized in that, the minimizing of the fuel flow of duration of test changes with the temperature and pressure condition implementing described test site.
5. determine the method for the flame failure limit value of fuel flow decrease for one kind, described method by carry out continuously repeatedly as claim 1 to 4 wherein as described in one test regulating system on the ground prevent after the method for extinction function from determining the flame failure limit value of fuel flow decrease, there is misfiring condition in aero-turbine firing chamber, described fuel flow decrease all can be greater than front single test at every turn.
6. adjustment sprays into a method for fuel flow in aero-turbine firing chamber, it is characterized in that, described fuel flow regulates with the change of the flame failure limit value of the fuel flow decrease of method acquisition described in claim 5.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR0957303 | 2009-10-19 | ||
| FR0957303A FR2951540B1 (en) | 2009-10-19 | 2009-10-19 | NON-EXTINGUISHING TEST FOR TURBOMACHINE COMBUSTION CHAMBER |
| PCT/EP2010/065664 WO2011048065A1 (en) | 2009-10-19 | 2010-10-18 | Non-flame-out test for the combustion chamber of a turbine engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN102575972A CN102575972A (en) | 2012-07-11 |
| CN102575972B true CN102575972B (en) | 2016-01-20 |
Family
ID=42110338
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201080046793.0A Active CN102575972B (en) | 2009-10-19 | 2010-10-18 | The non-flame-out inspection of turbine engine combustion chamber |
Country Status (12)
| Country | Link |
|---|---|
| US (1) | US20120210725A1 (en) |
| EP (1) | EP2491365B1 (en) |
| JP (1) | JP5643319B2 (en) |
| KR (1) | KR101757492B1 (en) |
| CN (1) | CN102575972B (en) |
| CA (1) | CA2777523C (en) |
| ES (1) | ES2449693T3 (en) |
| FR (1) | FR2951540B1 (en) |
| IN (1) | IN2012DN03150A (en) |
| PL (1) | PL2491365T3 (en) |
| RU (1) | RU2539184C2 (en) |
| WO (1) | WO2011048065A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11111814B2 (en) | 2017-12-20 | 2021-09-07 | General Electric Company | Turbine engine operational testing |
| CN110736625B (en) * | 2019-10-08 | 2021-07-09 | 中国航发沈阳发动机研究所 | Method for identifying flameout of main combustion chamber of dual-rotor gas turbine engine |
| CN117740384B (en) * | 2024-02-07 | 2024-04-16 | 中国航发四川燃气涡轮研究院 | Combustion performance sensitivity assessment method and device |
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| US5596871A (en) * | 1995-05-31 | 1997-01-28 | Alliedsignal Inc. | Deceleration fuel control system for a turbine engine |
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| CN101539056A (en) * | 2008-02-05 | 2009-09-23 | 通用电气公司 | Method and apparatus for operating gas turbine engine system |
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2009
- 2009-10-19 FR FR0957303A patent/FR2951540B1/en not_active Expired - Fee Related
-
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- 2010-10-18 CA CA2777523A patent/CA2777523C/en active Active
- 2010-10-18 PL PL10766057T patent/PL2491365T3/en unknown
- 2010-10-18 WO PCT/EP2010/065664 patent/WO2011048065A1/en active Application Filing
- 2010-10-18 EP EP10766057.3A patent/EP2491365B1/en active Active
- 2010-10-18 CN CN201080046793.0A patent/CN102575972B/en active Active
- 2010-10-18 JP JP2012534657A patent/JP5643319B2/en not_active Expired - Fee Related
- 2010-10-18 US US13/499,936 patent/US20120210725A1/en not_active Abandoned
- 2010-10-18 RU RU2012120659/06A patent/RU2539184C2/en not_active IP Right Cessation
- 2010-10-18 IN IN3150DEN2012 patent/IN2012DN03150A/en unknown
- 2010-10-18 ES ES10766057.3T patent/ES2449693T3/en active Active
- 2010-10-18 KR KR1020127011111A patent/KR101757492B1/en active Active
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| Active control of lean blowout in a swirl-stabilized combustor using a tunable diode laser;Hejie Li等;《Proceedings of the Combustion Institute》;20061231;第31卷(第2期);第3115页至第3222页及图1－7 * |
| 航空发动机燃烧室熄火特性的研究;张宝诚等;《沈阳航空工业学院学报》;20040630;第21卷(第3期);第1－3页 * |
Also Published As
| Publication number | Publication date |
|---|---|
| EP2491365A1 (en) | 2012-08-29 |
| CN102575972A (en) | 2012-07-11 |
| IN2012DN03150A (en) | 2015-09-18 |
| JP2013508604A (en) | 2013-03-07 |
| KR101757492B1 (en) | 2017-07-12 |
| EP2491365B1 (en) | 2013-12-04 |
| RU2012120659A (en) | 2013-11-27 |
| FR2951540B1 (en) | 2012-06-01 |
| WO2011048065A1 (en) | 2011-04-28 |
| KR20120093241A (en) | 2012-08-22 |
| RU2539184C2 (en) | 2015-01-20 |
| CA2777523C (en) | 2016-11-01 |
| JP5643319B2 (en) | 2014-12-17 |
| FR2951540A1 (en) | 2011-04-22 |
| US20120210725A1 (en) | 2012-08-23 |
| CA2777523A1 (en) | 2011-04-28 |
| ES2449693T3 (en) | 2014-03-20 |
| PL2491365T3 (en) | 2014-05-30 |
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